Microsimulation shows targeted lane changes would limit delays if ‘The Avenue’ proceeds; council wary of blocking Tenth Street through-movement

A consultant-conducted traffic microsimulation of the U.S. 41 corridor around Ninth–Tenth Streets found targeted geometric changes could reduce key travel-time delays from a proposed mixed-use development called the Avenue (formerly the M development), but city councilors raised concerns about access for south-side neighborhoods if the northbound-through movement at Tenth Street were restricted.

What was presented: Independent consultant Ricky Matthews summarized a VISSIM microsimulation of current traffic, the no-build scenario (project traffic added but no roadway changes), and two mitigation options. Option 1 combined a new westbound left turn lane at the 4 Corners intersection with converting a northbound through/right lane at Tenth into two right-turn lanes (dual-rights). Option 2 included only the additional westbound left lane without changing the Tenth Street northbound movement.

Key technical findings: Matthews said Option 1 produced the best system-wide outcomes in model runs: it reduced travel time for the heaviest movement (southbound left into downtown) and nearly eliminated the chronic queue that often forms at Tenth Street northbound, while also improving some outbound movements. He warned, however, that adding the dual-right lane can create “weaving” where drivers cut across lanes to reach Goodlette-Frank Drive; timing and enforcement would affect whether that becomes a safety or queuing issue.

Quotes from the presentation: “If 1 or more of the options are agreeable to everyone, I believe the way it would work is it would go it would go back to the developer and they would incorporate those as a part of their approved development plan,” Matthews said. On balance Matthews told the council, “Option 1, in the eyes of the department, that seems to be the most optimal.”

Council concerns: Several council members urged preserving Tenth Street as a through connection for southside traffic; Council member Krishnan explicitly opposed a measure that would eliminate the through movement at Tenth, calling the Tenth Street right-turn-only idea “a questionable idea” because it would cut off a route used by residents and businesses. Other members pressed for a broader corridor-level approach, asking whether drivers from Golden Gate Parkway could be encouraged to reroute to Goodlette-Frank Drive via signage or other measures to reduce volume through the 4 Corners congestion point.

Process and next steps: Matthews and city staff said the modeling focused on the Avenue’s traffic impact statement (TIS) area; they recommended further coordination with the upcoming downtown mobility study (Johnson Engineering) and local MPO programming. FDOT and city staff said any recommended changes would have to be designed within existing right-of-way and coordinated with the developer so mitigation could be included in site plan approvals.

Council signal: After discussion, several council members said they prefer to keep the Tenth Street through movement available. The group asked staff to return with further analysis and recommended starting with Option 2 (the added westbound left at 4 Corners) and to continue work with FDOT and the developer on timing and design nuances.

Why it matters: The Avenue redevelopment would add significant PM-peak turning volumes at Tenth and Ninth Streets—movements the VISSIM model shows would substantially increase afternoon travel times unless mitigated. The council emphasized that choices about lane geometry and signal timing affect not only downtown access and queues but also routing through residential neighborhoods and truck and bicycle movements.

Attribution: technical findings summarized from Ricky Matthews (traffic engineer), project manager for the independent VISSIM analysis; Council questions and direction summarized from council members including Vice Mayor Hutchison, Council member Krishnan and Council member Kramer.